Automatic safety appliance for railway-cars.



G. H. SOHUMAKER & J. W. HULME.

AUTOMATIC SAFETY APPLIANCE FOR RAILWAY CARS.

APPLICATION FILED 001. 2a, 1912.

11,05 9 399; Patented Apr.: 22, 1913.

3 SHEETS-SHEET 1.

mm F WITNESSES. [NI/EN TORS HM WM mzzmm ATTORNEY,

c. H. SCHUMAKER & J. W. HULME.

AUTOMATIC SAFETY APPLIANCE FOR RAILWAY CARS.

APPLICATION FILED OCT. 28, 1912.

1 059 399 Patented Apr. 22, 1913.

s SHEETSSHEET z:

I JZZ F 2 J V 1 4 fi 1m 1/ 1g m l7/ ////I ///////////A WITNESSES:

A TTORNEY,

G. H.1SOHUMAKER &J. W. HULME. AUTOMATIC SAFBTY'APPLIANOE FOB RAILWAY CARS. APPLIOATION FILED 00'1.2-8, 1912.

1,059,399; Patented Apr. 22, 1913.

3 SHEETS-BHEBT 3.

T I t;

WITNESSES:

- I/VI/EA/TOH CarZfLJa/zzmailerw J22: fi /@7226,

CARL H. SGHUMAKJER, OF GUTHRIE,

OKLAHOMA, AND J OHN- W. HULME, OF ARKANSAS CITY, KANSAS.

AUTOMATIC SAFETY APPLIANCE FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented Apr. 22, 1913.

Application filed October 28,1912. Bennie 728,112..

To all whom it may concern:

Be it known-that we, CARL H. S HUMAKER and JoHN W. HULME, citizens of the United States, residing at Guthrie and Arkansas City, in the counties of Logan and Cowley,

States of Oklahoma and Kansas, repectively, have invented certain newand Iuseful Improvements in Automatic Safety Appliances employed for Railway-Oars, of which the fol a s ecification.

ur invention relates to improvements in safety appliances for railway cars, and our object is to provide. a new and-useful applif ance of this character whereby automatic stoppage "ofa train or car is 'efi'ected in case of derailment, or the dro ping of a brake beam, or breaking of a In order that the in ntion may be fully understood, reference willinow be made to the accompanyin drawings in which Figure 1, is a roken inverted plan view of one end of arailwaycar, provided with our safety appliance; Fig. 2, is a vertical longitudinal section online II-II of Fig. 1, of a housing carrying a number of im ortant features of the invention: Fig. 3,1s a vertical cross section on" line .III-III of Fig. 2. Fig.4,is a vertical cross section on line IV-IV of Fig. 2. Fig. 5, is a vertical longitudinal section of a self-closing valve in carrying out a the invent-ion; Fi 6,is a horizontal. section on lines VI Vl of Fig. 5. Fig, 7, is a vertical section 0 a three-way pipe fitting and its connections,

owing is employed in carrying, out the invention,

Fig.= 8 is a broken longitudinal section on line VIII-VIII of Fig. 7. Fig. 9, is a broken. side elevation of one end of the housing. Fig. 10, is a vertical longitudinal section of a self-closing valve employed in carrying out the lIIYBIItIOIL I In carryingput the invention, we employ housings 1, one fhich is, preferably, secured to eachsid ol a sand-board A, of the truck B, of a railway car G. In practice,

two housings are securedto each sand-board of a truck. The number of housings, however, may be increased or diminished :as

'50 .Each housing is wheels of the truck. Housing 1, has a longidesired.

placed transversely across an underlying rail (Figs. 2,.and 3 which it clears a-distance somewhat less t an the hei ht. of the rail, so that it will contact said rail in case of derailment :ofone or more tudinal slot 1, to receive a main lever 2, plvotally mounted at one end upon a pin or bolt 3, and provided at its opposite end with an arm. 4., extending upwardly at right angles thereto and provided at its upperportion with oppositely-disposed ratchet teeth 5.

6 designates a mounted within the the ratchet-teeth pair of pawls slidably housing 1, and engaging 5, as shown on Fig. 3.

'Each pawl has a stem 7, extending outward through an: ad'acent face-plate 8, one of which is secure to each side of the housing 1, to retain the pawls 6 therein, and also to assist iii securing a self-closing valve, hereinafter described, within the housing.

' Each pawl-stem 7, has a ring 9, in its outer end whereby the pawl may be drawn back ward out o engagement with its respective ,ratcliet teeth 5, against. the action of a coil fiprlng l0, interposed between the adjacent aceplate 8, and the enlarged portionof the pawl.

Pivotalmovemcnt of the main lever 2, is

limited by a pair of lugs 11, disposed at opp'osite sides of arm 4, and adapted to contact shoulders 12 and 13, within the housing 1;

The main lever 2, is normally held in its lowermost position by a coil s ring 14, interposed between said lever an a screw plug 15, enga 'ng the upper threaded end of a vertical re 16, extending almost through the housing 1. Lugs 11, and shoulders 13, are assisted in limiting u ward movement of lever 2, by a shoulder 1 within the hous .ing 1.

18 desi ates a pair of-levers extending.

transverse y in opposite directions from housing 1, the inner ends of saidlevers enagingthe loop portion 19, of the main ever, as shown on Figs. 2 and 4 Levers 18, are fulcrume'd on bolts 20, extendingthrough cheeks 21, on opposite sides of the housin The outer ends of said levers 18, underlie the brake-beams E, of the car-truck, so that i in case one.or both' of said brake-beams ,should from any cause become loose and drop they will contact the outerends of .said

levers 18, and depress the same, causing said levers to raise the main lever 2, and set the air; brakes F, as will hereinafter appear. Lei'ers 18, are normally held contact with shoulders 22, of thepheeks 21, by coil springs 23, inter osed between the adjacent portions of the c coke and the inner ends of said I I levers. One end of the longitudinal slot l extendingv through housing ,,l, isclosed by an end plat "24, secured in :place by studs 25, ands as. a, a a 1 'gnatesthe self-closing valve. herein-f ferred to j a's' secured within the housing Said "f self closingg valve 27, is provided with inletland exhaust parses and 29, respectively, thezlatterfljbeing provided with 35 32;'secured to the sand-board Agend provided vent theentrance-ofsnow or other obstrud tions; The; inlet prt 28, of each valve -27,- communicates with a pipe 31,.pro 'ded in-iv ,termediate ends witha three-wa fitting witlilrca drain-cocks 33, whereby, anywater enterin'g said fittingfroni'the train-pipe G,

, 314designates a hose communicating-at one endgtvith the three-way; fitting 32, a'nd at its opposite end-with [a cut-out cock 55, which in turnicommunicates with a sel'f closing valve 36, ieemrh-u'nicatingthe train pipe G.

The: hose-i 1 34; permits 1'1 0 Q any,- movementof I the 'truck B, without; rupturingthe conne tron g :our safety appliance with the train r p The operationofour safety appliance is substantially as follows; Incaseiofaderailzmentof the car, 'one'or both pf; the -main rails D," and thus force said mainlever or i levers upward where theyare locked win I raised positionby the sprin actnatedp'awls; .3

'6, engaging'theratchet-teet 5. Inthe'upward movement ofthe. main levers they cont act the-valve stems-37,1 of the associated selfcloslng valves 27 ,L thus opening the same and allowing the air from the tram-pipe G,

to exhaust through the hose oonnectionfM, iplpe 31, *andthe exhaust ports 29of the self-closing valves 27,. resulting in setting of the brakes. Normally the same air pres sure exists in pipe 31, and hose 34, as in the train [pipe G, and under such conditions valve 36, is elos'ed,'but theinstantthe pressure is lowered in pipe 31, due to the opening; of either of the valves 27, the pressure 1n. the, train pipe unseats the .Valve plug 38, letting the air escape from said train pipe and resulting in automatic setting of the brakes. The operation of the mainleversQ, under the foregoing conditions, is initlependent of the'le-vers 18/ In case no derailment occurs, but one orboth of the brake beams :21 drop sufiiciently (by reason'of defective hangers. or other cause) to actuate either of their respective valves 27, thus resulting in setting the brakes. When levels 2, are

forced upwardly they are looked in raised position M ally'withdrawn.

by the pawls ratchet-teeth 5, until said pawls are menu 6, engaging the 1 From the foregoingldescriptiom}it, isapf claims, I

Having thus described our 1nvent1on,what

[Patent is:

.tem of a ear, a normally'closed. valve com-. munieating with said system and adapted gwhenopened to exhaust" alIf'fI'0m'ftl1-SyS open said valve, andmeans forlocking said lever in position to hold the valve open temof a. car, a normally closed valve commeans c coacting with said teeth ,for locking tent of a car, a normally closed valve oomspring-actuated pawls coacting with said teeth for locking the lever hold the valve open 7 4. In combination with the air brake system of a car, a housing. secured to the under- .side of said'car, a normally closed valve carried' by said housing and communicating with said system, adapted when opened to ex- =ed 'in said housing, adapted, in case ofcderallment of the car, to contact a rail of the housing and the lever to limit the movement of thelatter, a springto normally hold the lever out of engagement with the valve, and

muhica'ting with said 'systein and adapted opened to exhaust air from thesys- 'tem'to efi'e'ct setting the brakes thereof, a-

leve adapted,in case-of derailment of the cal-,1 to contacta rail fof'the car track and open said valve, teeth on said lever, and' in position to ,Should any of the partsbecome broken, or out of order, air-to valve's27, may be cutofi' byfcl'os'in'gjthecut-out cock35, an'd thus re, v ma as-50f air from the trainpipe G..

70 .parent that we have ip'rodiiced. a'safet a'pv. pliance Wl1i0l1 is comparatively simpe n;

construction, and J reliable and efiicientin operation, and Whllie 'wehav'e. shown the pre-' ferred form of our invention, We reservethe right to makesuch changeslin the 'form, ai- 1 rangement and proportion-of partsas 'propi 1 erly 'fall within the spirit-end scope of the we claim and, desire to secureby Letters s 1. In combination with the initiate sys- .853 -tem;to efi'ect setting the.brakesythereoflai I lever adaptedfin case of derailmentof the C'arfto contact, a rail ofthe ca 'ritrack jahd 2-. ,In combination with the air b'rakesys- I municating with said systemand' adapted i 1 when opened to exhaust air fromth'e sy's.-.

levers 2, contact the" upper isuriaeessot athe tam tossed setting the brakes thereof, a lever adapted,-. in case of derailment of the car, to-contact a railoffthe car track and open said valve, teeth on, said lever, and V the'lever in position to hold the valve opeInZ. I I

' 3; In combination with the air brake syshaust air from the system to effect setting the brakes thereofla lever'operably mountj $3 car track and open said valve, means on the i means coacting with'the lever for locking the same in position to hold the valve open; c

5. In combination with theair brake systern of a car, a normally closed valve com-. -'municating, with said system; and adapted when opened to exhaust stir "fro m said sys-' tern to effect setting the brakes thereof,- a j main lever adapted, in case bf derailment of the car, tocontactga rail of the car e track. and open said'valve and op sitely-disposed levers adapted Ito-be actuated by breakage of the brake system and cause the main leyer to epen the valve."

6. In combinatlon with the air brakee sys tem of a car, a normally closed valve communicating with said system end ada'pted when opened to exhaust air tfro'm said sys- Copies of"t1i1s patent may be obtained to:

tem to effect setting the brakes thereof. a

extending lever-adapted to be actuated by breakage of the brake system and cause the main lever to open the Valve.

In -testimpny whereof We afiix our signalive cents each, by addressin g'tthe cemmissioner of Patents, Washington, D. C,

main lever to open said valve, and a laterally- 

